Vehicle-spring.



PATENTED AUG. 14, 1906.

J. M. WAUGH. VEHICLE SPRING.

APPLIGATION FILED PEB.20.1905.

.S E ma UNITED ASTATES PATENT onirica. i JAMES MlL-TONll-VA-GH, OF CHICApGOiILLINOIS..

VEHICLE-SPRING... y i

Specification of Letters Patent.

Patented Aug. 14, 1 906.

Application filed February 20, 1905. Serial No, 246.602. I

To all whom t may concern: f

Be it known that I,JAMEs MILTON WAUGH, a citizen of the United States, residing'at Chicago,in the count of .Cook and State. of Illinois, have invente certain'new and useful Improvements in Vehicle-Springs; and I do hercb Ideclare that the following isafull,

` automobiles or other heavy vehicles, al-

though adapted for use on vehicles'of all kinds.. U The invention consists in the matters herelnafter described', and pointed out in the ".appended claims.

n the accompanying drawings, illustrating my invention, Figure 1 is a rear view of and lower sets of spring. FigQS is a transverse vertical sec-I of the steel and B B the wheels thereof.

an automobile provided yon the rear of its body with a spring embodying my invention.

Fig. 2 is a detail vertical lonlgiltudinal section through the socket-bar whic joins the upper .plates Iat one end of the tion takenupon'line 3 3 of' l,

Fig. 4 is a horizontal scct'iontakenon line 4 4 of rig. 1.

Fig. 5 is a detail section taken upon line 5 5 of Fig. 1.` Fig. 6 is av perspective view of-one plates or leaves of the spring;

' As shownin said drawings, A indicates the vehicle-body, B the rear axle of the vehicle, The drawings illustrate -a single spring embodying my invention as applied between the center lof the rear axle and the center of the rear of the vehicle-body and extending in aY direction parallel with these parts; but it will be understobd that a sprin .or springs of like construction may be app ied in any other de sired manner 4between the body of theve- Y hicle and the axle or running-gear thereof as may be found necessary or desirable to prop-- erly lsu port the vehicle-body.

C 1n icates anupper saddle-block which is attached to the body A, andDa lower sad# dle-bloek attached to the axle B. The saddle-block C is provided with a lower convex surface c, while the lower saddle-block D is rovided with an upper convex surface d. 7he saddle-blocks C and D are arranged parthe axle B and ofthe rear fend of thebody A.

'Attached to the lower surface of the saddleblock C, at the cententhereof, is a set of horiyzontally-arranged sprin #plates E, and atallel with each other landl longitudinally 4of tached to the center'of t e convex surface d of the saddle-block D is a like series or set of j spring-plates F. i

The two sets of spring-plates vE and F -each.

consist of a plurality ofthin steel plates of equal length and arranged face to face or in vcontact with each other throughout the envplates are connected or tire length of the same. The said sets of plates' E and F are'clamped or secured at their middle parts-to the saddle-blocks C and D .and are arranged generally arallel with each other;A The outer ends o said-'sets--of upright socket members G Gr, .each provided in their inner faces with sockets or recesses g g', adapted to receive the endsof the springjoined by 'means ofj plates, and with means for holding or confining the ends of said s ring-plates in said sock-y ets. The upper-an lower walls of said sockets g g vare inclined with respect to. eachl other and are outwardly divergent. The in.

ner .ends of the socketsare made of the same `vertical width as the thickness of the sets of i plates E and F, sov that -the ends of eachset of plates are by engagement with said sockets held .or restrained from vertical movement relatively to the socket-barsj Moreover, the, top bearing-surface g2 of the upper sockets and the bottom bearing-surfaces g3 of' ythe lower sockets are horizontal, while the lower bearing-surfaces g4 of the u per sockets are downwardly and inward y inclined and the top bearing-surfaces g5 of the lower spckets g are upwardly and inwardly ing' c me It follows from the above construction that the top bearing-surface g2 of the upper sockets and the bottom surface `g3 of the lowersocket are arallel with the top and bottom plates of the sets E andF, while the' inclined surfaces g4 and g5 of the said upper andlower sockets are engaged at their inner ends only with the ,extremev ends of the inner.

plates of said sets E and F.

The result of the general construction above described is that when downward pressure or tension is brought upon the spring through depression ofthe vehicle-body, as in passing over rough places or elevations of a road, both sets of springs E and F are flexed IOO IIC

' sets of'spring-plates is not interfered with vor i Irestricted by reason of the confinement th ereof in'the'said sockets g g; but the said end in such manner as to bring their middle parts toward each other. Moreover, by reason of the inclination of the bearing-surfaces g4 g5 the latter are in Contact attheir outer endsv only with the extreme ends of the innermost spring-plates, and when the two sets oi` portions of the said `sets of spring-plates are ee to take an angular position relatively to. the socket-bars G G, as the sets of plates are',

- Y Aflexed in either direction from It will also be apparent that the springs constructed as described will have a tendency to check or lessen the upward move-1 ment. of Ithe vehicle-body inthe rebound, because the tapered vform ,of thesockets g g' is adapted to'permit the springs'to be so inwardly bent or flexed.l

:flexed toward 'each other at their middle o posite direction or in such`manner that t ey spread apart at their middle portions. This yeffect is due to' the lact that the inner parts ofthe to bearing-surface g2 of the upper socket an the lower befiring-surfacedg"1 of the lower socketA are 'when the springs are v straight or unilexed in'contact with the outer surfacesl of the siprings at a considerable distance inwardly om the ends of the sprin s,

so that an u ward llexure of the center of t e` 'upper sets or a downward flexure of the center ofthe lower set -F will be resisted 'by the bearingof the end lportions ofsaid sets of springsagainstthe said inner parts of the surfaces g2 g3, it of course beingunderstood that the extreme outer ends of the sets of springs are vheld front any vertical move- `ment by their engagement with eachl inner end of the sockets. In other words, by the presence 'of -the horizontalbearing-surfaces g2 and g" which bear onthe outer faces of the .spring-plates at points distant from the ends ofthe latter when said spring-plates are straight or in the form assumed thereby under normal conditions or under, a -normalload, a double tle'Xure' of the sets of springs takes place when the sets of s rin s are s read apart or outwardly bowed, wiliile ia single ilexure only takes place when the springs are brought together or inwardly v It follows fronrthe above that the two sets of springs E and F may be more easily flexed inward than outward, because the sockets g are so shaped as to facilitate the inward ilexure, but resist the outward lexure of the spring-plates. As a consequence the sprin as a whole is adapted to yield with a desire freedom with thev descent of thevehicleparts much more easily than to bend in the;

assume an outwardly-bowed ilorm and,

body, -and thus ease the shock or ar when the wheels drop from an elevation into a depression or rut, while subsequent v rebound of the body above its normal position is checked or resisted b'y the enhanced resistance aHorded by the bearing-surfaces g2 g2 to the flexure of the springs in a direction to permit the rising of.' the vehicle-body above its normal position. It will be apparent, moreover, that inasmuch as the several spring-plates constituting the setsE and F are held or clamped in contact with each other 'by the attaching devices securing them Ito the saddle-blocks C D land inasmuch as the end portions of bothsets of spring-plates are .pressed together when the setsv of Asprings are bent yor .the straight or normal condition any ilexing or bowing of the sets of plates is necessarily accompanied by sliding of the several plates upon each other, with consequent frictions-l resistance tendingl to prevent or resist such sliding,l

movement and to check or retard the quick bending or flexure of thesets of springs as a whole. The. springs described, therefore, while having the necessary degree of resilienc required to lessen the jolting or jarring oft e vehicle-body and consequent discomfort toits occupants, will have a less tendency to quickly or suddenlyrebound after being extremely'tlexed than in the case of a leaf-spring inwhich the leaves are of varying lengths, because the frictional resistance to the relative endwise movement of the several spring-plates will tend to prevent a quick return or straightening movement of the sets of spring-plates. As a conseruence, therefore, the lsprings described wil have a de- -creased tendency to throw the vehicle-body upwardl in the rebound after it hasbeen' de-4 pressed y a sudden dropping of the vehiclewheels. .-b .d A sprin"y em o of construlcbition above described may be variously constructed so tar-as details are concerned. 'In the particular spring illustrated the up er set of spring-plates E is secured to the general featuresY IOO the sa dle-block C by means of a cap-plate E', appliedbeneath the s rings, and two stirrup bolts or clips H ext-ending at veither side of the saddle-block and across the cap-plate E and secured 'at their upper Iends to Athe cross-piece B" ot the vehiclebody. Likewise the Vlower set of springlates F is secured to the top of the saddlelockD by 4means of a caplate D', Fig. 3, which is clamped against t e spring-plates by means oftwo stirrup-irons I, which pass at either side of the-saddle-bloek and the axle B and are engaged at their ends with a plate I,floeated beneath the axle.

In the details of construction inthe socketbars G G, (illustrated and clearly seen in Figs. 2 and 5,) they are rovided at their inner faces with longitudmalrecesses extending A.

between the bearing-surfaces g2 and g3, and` 1n said recess between the ends of the said spring are located filling-blocks vGr', the ends 'of which are beveled to form the inclined bearing-surfaces g4, g5. The means illustrated for holding' the filling-blocks in place Y. and the'sets of `spring-plates in engagement with.;the socket-bars consists of bolts G2, inserted endwise through' said socket-bars G and the filling-blocks G and also passing through apertures in the ends of said plates,

such as are indicated byff in Fig. 6.

In order to center the spring-platesor to hold them from endwise movement on the saddle-block, said' plates are shown as rovided in their side edges with central notc es,

. such as are. indicated -by f in Fig. 6. Said notches engage upright ribs formed on lateral flanges, which extend from the saddle-block att e sides of thesets of 'spring-plates and form grooves .or seats for the said plates, said ribs being indicated by d' in Fig. 4 and the flanges to which they are-attached by d2 in Figs. 3 and 4'.

sis

The convex bearing-surfaces c and d on the saddle-blocks D and E over which the springplates are bent when inwardly flexed, have the important advantage when employed in connection with straight spring-plates of gradually increasing the resistance of the spring-plates to bending or fiexure as the curvature ofthe springs 1s increased, it being manifest that as the plates are bent or turned i inwardly the parts o the springlates in contact with the said convex s aces will be gradually increased -in length, .and the flexiility of the end portions will be correspondingly decreased, the unbent parts of said end portions being, in effect, shortened, and there- 4 4o 0 understood, however, that so far as the gen;

eral advantages gainedJ by the frictionalengagement of the s ring-.plates with eachl other and by the ma g ofthe socket members with parallel bearing-surfaces g2 g3 are concerned the saddle-blocks :need not have such convex bearing-surfaces.

In case the spring be applied transversely to the axle instead of parallel therewith, as

shown, the shape ofthe saddle-blocks may be modified andthe means for attaching the saddle-blocks to the vehicle body and axle varied to suit the requirements of any particular case.

It will be understood that a spring embodying the principal features of my invention maybe a singlev spring instead of a double scribed.

spring, as shown, or, in other words, it may embrace only one set of spring-plates operating in connection with members having sockets to receive the ends of the springplates and operatingA as hereinbefore de- While the drawings show the' socket bars .or members as having sockets to receive the ends of the spring-plates provided with o P0'v Vsite divergent bearing-surfaces, yet it will be4 understood that the operative parts of said divergent bearing-surfaces consist, essentially, in the two inner opposed parts of the bearing-surfaces at the inner ends' "or the sockets, which are always in 'contact with the end portions ofthe spring-plates and hold the said end ortionsfrom movementrelatively to the socliet-bar, together with apart of one of said bearing-surfaces, such as the outer marginal part of the surface g2 o'r g3, which is adapted for contact with the spring-plate at a point at some .distance'inwardly g om its outerend when the spring is unlexedand which acts in connection with the-'opposed'. A

parts at the inner end of the socket to produce. double flexure of the spring-plates and consequent enhanced resistance to the bendin g of the spring. It follows that the results hereinbefore described, so far as is concerned the production of a greater resistance to flexure of the spring-plates in one direction thany the other, will be obtained when the socket lmember is provided with two parts Orsurt faces adapted for v contact' .with thek opposite sides of the spring-plates. at 'or near' their outer endsand a thirdpart or surfaceadapted for'contact with the s ring-plates at some distance inwardly from t eir outer ends when the spring-plate is, unflexed and which, by its coaction with the part or surface engaging the opposite side of the spring-plates at or near vtheir ends, results in a doub e or reverse lexure and consequent increased resistance to the bending or bowing of the spr-in in one direction which does not take place wien the .spring-plates are bent or bowed in the opposlte direction.v It is therefore to be underiro i .stood that the a pended claims are intended to cover the soc et-bars provided with arts A or surfacesengaging the spring-plates at oth sides thereof at or near their ends and also.'

engaginv said spring-plates at one side thereof at a stance from their ends whether the said bearing or contact surfaces are provided on the socket members by the particular construction shown or otherwise.

I claim as my invention- 1. .A vehicle-spring embracing a set of-f spring-plates of equal length arranged in contact with each other, 'a saddle-block to which the spring-plates are centrally secured, and two socket members provided with sockets adapted to receive the ends of said springplates, said sockets having opposed inwardlydivergent top land bottom surfaces, the outer ends of which are located at a distance from each-other equal to the combined thickness of the ends of the spring-plates.

2. A vehicle-spring embracing a springplate, a saddle-block to-Which said springplate `is centrally secured, and two socket members. having opposed bearing-surfaces engaging opposite sides of the spring-plate at or near its ends and one side of said springj plate `at a distance from its ends.

3. A vehicle-spring embracing a set of spring-plates 'of equal length, arranged in contact with each other, a saddle-block to provided with sockets to receive and with the outer sides of said spring-plates at a distanceffrom their ends when the plates are unileXed. i

5. A vehicle-spring comprising two sets of spring-plates of e ual length arranged in contact with each ot er, saddle-blocks to which the spring-plates are centrally secured, and two socket-bars joining the ends of the sets 1 of spring-plates and provided with sockets to receive the ends of the same, said socket-bars having opposed 'bearing-surfaces in contact with opposite sides of the sets of plates at or near their ends and with the outer faces of said spring-plates at a distance from their ends when the latter are unfiexed.l

6. A' vehicle-spring comprising two separated spring-plates, 'two saddle-blocks to which the said plates are centrally secured,

' and two socket-bars joining the ends of said plates and provided with'sockets to receive spring-plates, saddle-bloc the ends of thelsame, and means Jfor holding the ends of the spring-plates within said sockets. l

7. A vehicle-spring com rising two sets' of ls to ,which the spring-plates are Acentrally secured, and two socket-bars joining the ends of the sets of spring-plates and provided with sockets to receive the ends of the same, and lmeans for holding .the ends of the spring-plates within said sockets.

8. A vehicle-spring comprising two springplates, two saddle-blocks to which the springplates are centrally sebured, two socket-bars provided with longitudinal recesses in their inner faces and with 'filling-blocks having beveled end surfaces and bolts .inserted through said` socket-bars and illingpieces and through the ends of said spring-plates.

9. A vehicle-spring comprising two sets of spring-plates, twosaddle-blocks to which the springlates 'are centrally secured, two socketars provided with longitudinal 4reL cesses in their inner faces and with filling-v blocks having beveled end surfaces, and bolts inserted through said socket-bars and lling-pieces and through the ends of said spring-plates. i

10. A vehicle-spring comprising a spring.- plate, a central saddle-block provided with a convex bearing-surface for contact with said` plate, and socket members engaging the ends of said spring-plate.

11. A vehicle-spring comprising two sets of spring-plates, two central saddle-blocks provided on their adjacent faces with convex bearing-surfaces for contact with said springplates, and bars connecting the ends of said spring-plates. v

in testimony that I claim the foregoing as my invention l afiix my signature, in presence of two witnesses, this 16th day of February, A. D. i905.

i JAMES MILTON VVAUGH.

Witnesses: l

C. CLARENCE POOLE, G. R. VILKiNs. 

